Door-control two-wire system



June I 22 1926. v 1,589,968

| P. HYNES I k DOOR CONTROL TWO-WIRE SYSTEM Filed April 16, 1920 HIP CLOSE OPEN INVE/VTUR er I ' molmr-f Patented June 22, 1926 UNITED STATES PA'EENT GFFEQE.

HYNES, 01F ALBANY, HEW YORK, ASSIG-NOR TO CONSGLEDATEI) CAR-HEAT- ING COMPANY, 015 ALBANY, NE'VJ YORK, A CORPORATION OF NEST VIRGINIA.

DOOR-CONTROL TWO-VIBE SYSTEM.

Application filed April 16, 1920. Serial No. 374,323.

For a detailed description of the pres-- ent form of my invention, reference may be had to the following specification and to the accompanying drawings forming a part thereof, wl1erein-- Fig. l is a general diagram ol my tem and Fig. 2 shows the door circuits in detail.

My invention relates to the electrical control of door-operating engines, particularly car-door engines, and is directed to the case where a plurality of doors are to be simultaneously operated from a single point of control by means of a train-wire, or carwire, extending from the point of. control to all of the doors in the group. My purpose is to use but a single wire to both open and close the doors of a group, such, for instance, as the doors along one side of the train. Heretotore it has required lour train wires for working the doors in a train system, to-wit, an opening and a closing wire on each side of the train, i am, hmvever, able to accomplish the same result with only two wires, which results in an important economy in cost and complexity.

Referring to the drawings, 2 represents a train wire which may extend from car to car through a train of any desired length, although but three cars are illustrated in Fig. 1. At each door, or, if desired, at a set of doors, a relay magnet K is permanently connected between said train wire 2 and the ground. The armature lever of ii carrier at contact linlr l which vibrates between points 3 and i, but is held by a spring 5 against point st whenever the mag net ii is deenergized and only drawn away from at into engagement with when the magnet is excited. The point a is con nocted to one terminal of the engine-controlling magnet C which initiates the doorclosing action of the door engine, while point 3 is similarly connect-ed to the dooropening magnet O of the engine. It is not needtul to show the engine, since it is common in the art to employ an engine with a valve or magnet for initiating the closing action and another magnet for initiating the opening action of the engine. In either case the action so initiated is automatically stopped at the end of the door run by the engine itself which then shifts its own valve to the stopping position. The

opposite terminals of the aforesaid magnets 0 and C are connected to ground while the contact lever P is connected to battery ll. Obviously the lever P will deliver battery current to either 0 or C according as it rests on point 3 or 4-. At each train door control station an operators switch Q, is provided, which, to open the doors, will be turned to connect battery '11 to the trainwire 2, and, to close the doors, will be moved in the opposite direction to break such connection. While I have shown but one door and one control station on each car, it is manifest that they may be duplicated as desiredso that several doors on each car can be operated from any one of a number oi control stations along the train. in. the system as thus far described the closing magnets C will be normally enegized and the doors will all be held closed, but whenever t-he operators switch is turned to the right to open position all of the opening magnets O which are dominated by the train wires will be energized and the doors will all open and remain open until the switch is turned again to the left, when all the closing magnets C will be similarly energized and the doors will all close. In order, however, to avoid such a continuous energizing of the magnets G, I employ with the arrangement above described the cardoor apparatus which is shown in the Me- Elroy Patent No. 1,287,717 of December 17th, 1918, wherein the door, at the start closing run, automatically breaks the connection of the closing magnet C and the battery, so that, while magnet C can initiate the closing run, upon the movement oi switch Q to the left, magnet C will not remain permanently energized by the battery during the long periods that the door remains closed.

Referring to Fig. 2, A represents the door which is provided with a yielding door-shoe B (such shoe being well. known in the art) which, when pressed against the door by countering an obstruction, closes the switel'i D. The switch I), as the door travels, kept electrically connected with the control-- ling circuits or the engine by means of con tacts N and S which are fast on the door but slide on the respective stationary metallic strips G and F, although they break contact therewith when the door is fully closed as is indicated in the drawin at ill) the end of its opening run the contact XV leaves strip G and bridges two short strips '1. and R in the circuit of door-closing magnet C, while contact S leaves the strip l Assuming the door to be closed, then, to open it, switch Q, will be moved to the right to (open) position, thereby energizing net K and throwing contact-lever P against contact 3. The engagement of lever l? with contact 3 closes a circuit which is independent of the aforesaid strips and contacts) to the opening magnet 0 from battery H by way .of the wire 10, lever P, point 3, wire 6 and thence to .battery H by wire 8. The door will thereupon start and make its opening run. In the meantime the relay K is constantly energized, and there is no chance for a failure of the operation to completely work the opening magnet O. This is an important advantage of my present invention, since in previous systems much trouble has been caused by the doorman making such a brief, momentary push on the button that the magnet did not have time to complete its enginestarting duty. The door would then fail to open and if the failure were not observed the door would be jarred open later when the train was moving. \Vhen the door is fully opened, it will bridge strips T and R in the circuit of the closing magnet C, but that circuit is still held open at point t by the continued pull of relay magnet K, yet it stands ready to act whenever switch Q, is turned to the left, K being thereby deenergized and the circuit closed .at point 4. When that movement of switch Q, occurs the clo ing magnet C will act to initiate the closing run of the door and that run will be completed if no obstruction is encountered. In this case also there is no chance for the doorman to make a too brief push on a circuit-closing, spring-retracted, switch-button; he merely breaks the circuit by a switch movement that can not be made ineffective by a retracting spring as it may be in an ordinary push button. Immediately on starting, the door breaks connection between strips T and During the closing run which ensues, the contacts W and S are on the long strips F and G and the door is then subject to automatic reversal by the action of the yielding door shoe B in the event of the shoe meeting an obstruction and so moving in against the door to close switch D. The closure of switch D will establish a door-opening circuit from strip G and battery H connected therewith, to contact W, switch D, contact S, strip F, wire 7, opening magnet O, and wire 8 to ground. Thereupon the door will instantly start to open and make its complete opening run until contactsW' and S leave strips (1" and F and contactW' bridges short strips T and R. At this time, however, the doormans switch 1,5ee,ees

as heretofore explained has been turned on contact 4i. Hence the bridging of short strips T .and R by contact V], as the door becomes fully opened, serves to automatically complete the door-closing circuit throu the door-closing magnet C. Thatcircuit then from battery H, to contact lever l", to point 4, to strips '1, R and contact W. thence by Wire 9 to closing magnet- C and by wire 8 to battery H. Immediately the door isautomatically reversed a second time and starts to close again and will close unless the shoe B again hits the obstruction, when the described action is repeated. 'lhis automatic reversal from the door-owning to the door-closing direction of door movement is an importantfeature of my invention, which is not present in the action of the illcEh-oy doors referred to. It results from the expedient I have devised for securing both opening and closing door movement by a single train wire, viz, the expedient of a normal maintenance of the doormans apparatus in a position to close the circuit of the door-closing magnet C. By this mcans the door itself in the emergency of an obstruction can automatically and independently of the doorman complete that circuit at the strips T and R, which are in series in said circuit with the point i and lever P. Such emergency will only occur when the doormans switch Q. is in close position and relay K deenergized and contact P engaging point 4. But, when the door is standing open, normally, which is the period when the closing magnet is to be called upon to act, the doorman has control of the closing circuit and can close it at point f, T and R being then bridged, whereas the automatic act-ion closes it at Ti. and R, point at and contact P being then together. Moreover, the doorman can not interfere, unwittingly or intentionally, with the automatic reversing function of the doorshoe because his control of the door-closing magnet is disabled by the break in the door closing circuit at strips T and R. Such prevention of interference with the automatic door-shoe reversal, by the doorman is a characteristic of the aforesaid McEh-oy door and its is retained in my combination of McEli-oys arrangement with the singlewire expedients which I have devised. I also retain McElroys feature of disabling the door-shoe control when the door is shut. At that time, contacts XV and S are off the strips F and G so that the closing of switch D by the door shoe produces no efiect on the door engine. It should also be observed that the doorman retains control of the doors during the closing run'. If he should start the doors to closing it is essential that he should be able to arrest them in the event of some accident which makes it imperative that the train should not start, because in most cases it is the closing of the doors which automatically gives the motorman his signal to go ahead. In such an event the doorman can turn his switch Q back to the opening position and the relay K will close at point 3 the circuit of door-opening magnet O. Thereupon the doors must make their complete opening run, because the circuit of door-closing magnet C is open at T, R. If before the doors have thus completed their opening run, the doorman should again throw his switch Q to the closing position, it would not stop the doors, but they would finish their opening run and then automatically reverse and close. Hence it would not be necessary for the doorman to await the complete opening of the doors before turning his switch back to closing position.

The advantage of only two train wires, one for the doors on each side of the train, as compared with tour train wires for the same service, is not merely in the reduced cost of train wires and their jumper connect-ions from car to car, but also in the avoidance of the duplicate circuit-connections between the train wire, engine magnets, and operators push-buttons which are incident to each additional train wire. It is to be understood that in practical operation there is normally but one battery H in each car, connected by a single circuit to the various points where it is used. In the drawing, to avoid confusion, the battery is indicated at each of the points where the single battery is normally connected.

lVhat I claim as new and desire to secure by Letters Patent is:

1. The combination with a plurality of car doors on succeeding cars of a train, of an. operating engine for each door, a dooropening and door-closing circuit for each engine, a one-wire train-line extending through two or more cars, a relay magnet for each engine permanently connected to said train-line, a switch controlled by each relay magnet, a spring holding said switch illl position to close contacts in the doorclosing circuit, contacts in the door-opening circuit closed by said switch when the relay is energized, and a manual current-applying switch for said train-line.

2. The combination with a plurality of doors, an engine for each door provided with controlling means including a. dooropening and a door-closing circuit, a con mon control-wire for all of the doors, relays on the said wire for energizing alternately the said door-closing and door-opening circuits of the several engines, and an operator's switch for the said common control wire.

3. The combination with a plurality of doors each provided with an engine governed by electromagnetic controlling means,

having door-closing and door-opening circuits, of a common control wire, a relay connected to said wire for each door, an operators switch and contacts controlled by said relay for energizing alternately the said door-closing and door-opening circuits at each of the several doors.

4. The combination with a. plurality of doors, of an. engine for each door, electromagnetic controlling means for each engine provided with door-opening and door-closing circuits, a common control wire for the several doors, a relay for each door connected to the said wire, an operators switch, normally closed contacts operated by each. relay for connecting said door-closing circuit to a source of current, and normally open contacts also operated by the relay for con necting the said door-opening circuit to a source of current.

5. The combination with a plurality oi doors, of an engine for each door'provided with electromagnetic controlling means including a door-opening and a door-closing circuit, a common control wire for all the doors, a relay on said wire for each door serving when deenergized to close contacts in the door-closing circuit and when energized to close contacts in the said door-open- 9 ing circuit, and an operators switch for energizing said relays by connecting said wire to a source of current.

6. In a train door system the combination with a door on each of two or more cars of the train, an engine for each of the several doors, electro-magnetic means for controlling both the door opening and door closing functions on each engine, a single control wire extending through the train, means in circuit with said wire for selectively energizing the respective door opening and door closing electromagnetic control means, and an operators switch on each car in circuit with said wire, whereby all of the doorsarc simultaneously opened or closed by opera tion of any one of said switches.

7. In a train door system the combination with a door on each of two or more cars of a train, an engine for each of the several doors provided with electromagnetic controlling means, a single control wire extending through the train, relays on the said wire, one for each door, door-opening and door-closing contacts, both controlled by the said rela s and an operators switch at one point of the train for energizing the said single control-wire.

8. A door-control system comprising a plurality of doors, an engine for each door having both a door-opening and a doorclosing circuit, contacts in both circuits controlled by one common control-wire, an operators switch for said wire, and additional contacts in the said door-closing circuits operated by the movement of the door.

9. A door-control system comprising a plurality of door-opening and door-closing circuits for the several engines operating a plurality of doors, contacts in each oi said circuits operated by a common control-wire, an operators switch for the said wire, and additional contacts in the door-opening circuit operated by the movement of the door and in series with the contacts in the same circuit that are operated by the common control-wire.

10. A door-controi system comprising a plurality of door openim and door-closing circuits for the respective doors of a group on a car or train, a single control-wireacting alternately on both of said circuits at each of the several doors according to the presence or absence of current on said wire. and an operators switch for connecting said wire to or disconnecting it from source of current.

11. A door-control systen'i comprising a plurality of local door-opening and doorclosing circuits for the respective doors of a group on a car or train, a common controlwire acting when energized to deencigiace the several door-closing circuits and to energize them when it is itself deen'ergized, and acting reversely to energize and decnergize the door-opening circuits when it is itself energized and d'eenergiced, and an operators switch for connecting said wire to or disconnecting it from a source of current.

12. A door-control system comprising a plurality of local door-opening and doorclosing circuits for the respective doors of a group on a car or train, a common controlwire for the group acting when it is itself energized to energize the door-opening circuits and deenergize the door-closing circuits and vice versa, an operators switch for connecting said control-wire to or disconnect it from a source of current, and means for holding open the door-closing circuits 8X- cept when the door is open.

13. A d'oor-coi'itrol system comprising local door-opening and door-closing circuits for the respective doors of group, a single control-wire, a relay in said wire acting when energized to close the door-opening and when deenergized the door-closing circuit, supplementary contacts in the door-closing circuit operated by the door movement, and an independentdoor-opening circuit controlled by a yielding door-shoe.

14. A door-control system comprising local door-opening and dbor-closing circuits, :1 common control-wire for said circuit, swing-contacts in the door closing-circuit, a relay in the common control-wire acting when energized to open said contacts, supplementary contacts in said door-closing circuit opened by the door at the beginning of its closing run, contacts in the door-'o pening circuit ClOEG'Cl by said relay when energize 1, an independent doorclosing circuit controlled by a yielding "door-shoe, and means for disabling the door-shoe when the door is closed.

1-5. A train door system comprising a nn le train-line, a switch for supplying current thereto adapted to remain in either its closed or open position, a door-closing circuit, a plurality of relay magnets perma nently connected to said train-line, a switch controlled by each magnet acting when the magnet is (ls-energized to connect the current-supply to a doorclosing circuit, means for holding said circuit open when the door is closed, and a door-opening circuit closed by said relaycontroll.ed switch when the relay magnet is energized;

Signed at How York city, county and State of New York, this 13th day of April, 1920. r. H V i.

LEE P,- HYN-ES. 

